Carburetor



Nov. 6 i923.

W. M. GENTLE CARBURETOR 2 Sheecs-Shee'cl 1 Inventor umm-1- I 473 T182 NOV 6 w23' w. M. GENTLE 9 9 GARBURETOR Filed Aug. 13. 1917 2 Sheets-Sheet 2 @T1-(S a C@ o ik fr m Patented Nev. f5, T1923..

WILLIAM M. GENTLE, 0F LOS ANGELES, CALIFORNI.

CARBURETOR.

Application led'August 13, 1917. Serial No.`186,01.

T 0 all whom t may concern.'

Be it known that I, `WILLIAM M. GENTLE, a citizen of the United States of America, residing at Los' Angeles, county of Los Angeles, State of California-,have invented a certain new and useful- Carburetor; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention rela-testo carburetors, and it consists of improvements on patents that have issued to me as follows: No. 1,060,545 issued April 29th, 1913; No. 1,099,547 issued June 9th, 1914; 4and No. 1,124,724 issued January 12th, 1915.

An object of this invention is to provide a carburetor which will'alternately supply light and heavy fuel to an engine as occasion may require for starting the engine in the one instance and for operating the engine inthe second instance, and which will perform this work automatically and positively. The carburetor is also adapted for adjustment by manual means.

An object of the invention is to,make provision whereby the lighter fuel for starting the engine into operation will not receive any additionsxof heaviervfuel, which might make the lighter fuel'less combustible.

In this invention provision is made whereby bothh iight and heavy fuel are available to the carburetor and whereby the throttle may be so operated that when it is so de sired only the lighter fuel will be supplied to the carburetor. and when the carburetor' becomes sufficiently heated to use the heavy fuel, the lighter fuel is automatically cut off and the heavy fuel turned on.

An object of the invention is to so con( struct the carburetor that the fuel is controlled directly by a minimized movement of a valve in making the change from one fuel to the other.

An object is tocut o the priming fuel by a slight movement, and to provide means for this purpose which is highly eective in action, and is cheap and easy to construct and assemble.

In this invention Al provide a direct passage for delivering priming fuel to the engine; and' said passage is closed to heavy fuel when the engine begins to function, and it is.

then open to admit s uch fuel to the engine. Provision is made whereby upon stopping the engine the heavy fuel valve is automatically closed, and the priming fuel nozzle is filled with priming fuel ready for re-starting the engine An object of the invention is to provide means whereby vapor bubbles forming in the fuel passageway between the fuel bowl and the nozzle will be broken up so that they will not discharge non-volatilized fuel from the nozzle.`

Another feature of invention is shown in the control of air by the throttle valve which is enclosed by a sleeve provided with conn toured surfaces lwhich enables the throttle valve, on a slight initial opening movement, to open the air passageway of the priming nozzle in a Vgreater ratio than the movement of throttle valve.

@ther objects, advantages and features of invention may appear from the accompanying drawings, the subjoined detail description and the appended claims.

The accompanying drawing illustrates the invention.

Figure 1 is a plan view of the carburetor.

Fig. 2 is a side elevation thereof.

Fig. 3 is a section on line 3--3 of Fig. 1.

Fig. 4 is a section on line 4 4 of Fig. 3.

Fig. 5 is a section on line 5-5 of Fig. 2, parts omitted and parts broken away.

Fig. 6 is a section on line 6-6 of ig.v 1.

Fig. 7 is a section on-v line 7-7 of Fi 1.

Fig. 8 is a section on line 8 8 of Fig. 7, parts being broken away.

Fig. 9 is an enlarged viewof the` valve controlled by the thermostat shown in Fig. 6, the valve being shown in changed position.

Fig. 10 is a diagrammatic view ofthe heating coils on the fuel nozzle and their associated parts.

Fig. 11 is 'an enlarged view of a portion of the heater showing the vapor bubbles breaking up in the helical fuel passa'eway.

The fuel bowl 11 has a fuel cham er 12 for heavy fuels such as kerosene, and a chamber 13 for light fuels such as gasoline.

rlihese chambers 12 and 13 are separated by a wall 14 that joins to a neck A15 integral with andy extending upward from the bottom of the fuel bowl 1.1; and this neck 15 has a low speed air passa e 16 therethrough (see Figs. 1, 3, 4 an 6). Within the chamber 12 there is a neck 17 integral with and extending upward from the bottom of the fuel bowl, vthat-'has an opening 1g :Emir

have in part a common wall.l 'The top of the fuel bowl 11 and, therefore each of the chambers 12 and 13 is closedby the cap 19,

that has a cylinder 20 integrally connected `to said cap and extending downward thereon through the neck 17 and threaded at the lower end to receive a nut 21 by means of which the cap 19 is secured to the fuel bowl 11. 1,.-

Extending upward from the `cap 19 is throttle neck 22 that has on the top thereof the flanges 23 having holes 24 forboltsto fasten it t0 the intake end of theengine inlet manifold, not shown.

The lower end of the cylinder'20 is internally threaded to 'receive a choke cylinder 25 formed with .-a hexagon 26',by which means the choke cylinder is adjusted. The

upper end of the choke cylinder lis contract-- ed to concentrate the air flow around the fuel nozzle in the main air passage 27. A

sleeve 28 is mounted in the neck 22; -and i within this .sleeve is a throttle valve 29 sevcured to a shaft 30 'that passes through both the sleeve and n eck s0 that the sleeve is held by the shaft securely within the neck.

The sleeve 28 rests on a ledge 31 in the top portion of cylinder 20, and has a port 32 that registers with an opening 33 in the throttle neck 22. The hood 34 at the .junction of cap 19' and neck `22, forms a chamber 35 open to port 32, and communieating at its lower end 36, with the slow speed air passage 16 forming thereby apassageway from the outer air to thethrottle va ve. A' baffle plate 37 integral with sleeve 28 extends from the bottom of. port 32,

' about one-third the way across 4the neck 2 2 27 will be closed by the throttle.v

when it is bent up and terminates with its upper edge 38 in light contact with the shaft 30, thus "to form a partition between theslow speed air passage 16 and the main air passages below the throttle.

The' inner surface of the sleeve 28 lis l shaped as at 39 to the path of the ed e of the throttle through an angle of about t irty degrees below its axis, so that during the first part 0f the. movement of the throttle to open port 32, the high speed air passage The sleeve 28 is recessed at 40 adjacent the upper edge of the rim of throttle valve 29 when it is in closed position; and the vpurpose of this recess is tomake a quick opening between the low speed air passage 16'and the inlet manifold on a very Aslight opening movement of the throttle valve.

The neck 22 has above the throttle an auxiliary air inlet 41 that increases in area as it recedes from port 32.. Said inlet is opened and closed, and its size is controlled by a manually operated `valve 42 mounted on throttle shaft 30, and held in contact with the walls of inlet 41 by the spring 43,

the tension of which is controllediby tension nut 44. Auxiliary valve 42 is operated by auxiliary-air lever 45 independently of thel throttle which is operate by throttle lever 46.

- The purpose of inlet 41 and valve 42 is to.

supply auxiliary air to the carburetor. The combined cross-sectional area of the openings through the air passage 16 and 27 is considerably -less than the cross-sectional area of the opening through the upper part of neck 22, consequently'as -the throttle is opened to full capacity, the auxiliary Aair supply is gradually increased.

The throttle lever 46 on shaft 30 is connected to the'steering post of a motor driven vehicle as shown in my said former patents.

Surrounding the shaft 30 .and integral with the neck 22 is a boss 47 -to which is secured an adjustable throttle lever stop48, that is described in detail in said former Patent No. 1,124,724. f

A fuel level in each chamber 12'and 13 is maintained constant by similarmeans, each has a valvechamber 49 within which is the admission valve 50. The valve 50 is adjustably mounted on one end of the lever 51, that is mounted on a pivot 52; and on the other end of thelever 51 is mounted are the packing rings 60 and 61- by which4 means and the nut 57 the casing 58 is secured to the stem 56. lOn the casing 58 there is a threaded. socket 63 into which loo one end of a pipe 64 is secured` and the l other end of the p'pe is connected to a fuel supply tank not shown. Y

In the stem 56 there are inclined ducts 65 ,leading from the chamber 59 into a fuel passageway 66 in the stem 56 which latter passageway leads to the valve chamber 49 and consequently into the fuel chambers 12 or 13 as the case may b.' A

On the bottom side of the fuel bowl 11 and near to the edge thereof, there is a` boss 67 which 'has a threaded socket into which is screwed one end of a valve casing 68, see Fig. 7. The other end .of the valve casing.68 is threaded and screwed into a socket 69 which is near to one endv of a heater` 70. ANear to the opposite edge of the bottom of the fuel bowl 11 is a depending flange 71 which has. a hole therezthrough that registers with a hole in an upwardly extending flange 72 near to the other end of the heater70, and these flanges are secured together by .the bolt y73, by which means the heater 70 is secured to lll) `cation with the discharge end of the main fuel supply nozzle 81 through passageway 82. Said nozzle 81 is mounted centrally in a boss on the'upper side of the heater 70, and -is held centrally in the main air passageway 27 with the discharge end slightly higher than the level of the fuel inthe chamber 12.

The caps 76 have threaded openings into which are screwed ends of the pipes 83 and 84 respectively. Pipe 83 is connected to the exhaust manifold o'f the `engine not shown-4 and pipe 84 opens to the outer air. By this means heat is conveyed from the engine to heater 70.

Near the center of chamber 13 and on the bottom thereof is a threaded nipple 85 to which is attached coupling 86, that holds pipe 87 .with its opening 88 in register with an opening 89 in the nipple 85, see Fig. 6.

rfhe bottom end of the pipe 87 is screwed into a socket 90 near the outer end of a valve casing 91,A that contains a chamber 92 that is in communication with chamber 13 through passageway 88. The inner end of valve casing 91 is threaded, and to this threaded end is attached one end of pipe 93, said pipe having its other end provided with a left hand thread that screws into a socket 94 on the heater 70, and the opening through the pipe 93 registers with an opening'into the fuel passageway 82 at'the lower end of the nozzle 81.V

Near the inner end and on the upper side of the valve casing 91 is a threaded Socket 95 into which is screwed the lower end of the low speed nozzle 96 that has therethrough the fuel passageway 97, that is in communication with chamber 92. The connection of the fuel nozzle.to the valve casing holds .it central in the primary air Vpassageway 16 with its discharge end at a.

slightly higher level than the fuel in the chamber 13. 'Within the chamber 92 there is slidably mounted the conical valve 98, that is attached to one end of the rod 99. rl`his rod extends through the elongated plug nut 100- that has on the outer end thereof the packing nut 101. and this elongated nut 100 forms a sliding bearing for rod 99 and holds it central to th`e axis, of cylindrical casing 91 so that the reciprocating conical valve 98 can move in said casing 91 without its sharp edge wearing on the inside wall of said valve casing.

Near to the other endof the rod 99 there is a pin 102 that extends through a slot 103 on one end of the forked lever 104. rlhe other end of this lever is pivoted on the pin 105 of the lug 106. The lug 106 is integral with the cylinder 107and near to one end thereof; and the other end of the cylinder 107 has an internal thread by which it is attached to an extension 108 on the side of the heater 70; 'said extension 108 has a threaded socket 109 into which is screwed one end of the expansible rod 110. The ro-d 110 has its other end extending through an opening in the wall 11-1 of the cylinder 107, and the packing ring 112 and engages with lever'104; and the loose end ofrod 110 is squared for a wrench by which means it is screwed into or out of the socket 109 and thereby adjusted to properly engage lever 104. An adjustable spring 113 holds the lever 104 in contact with the outer end of. rod 110. The cylinder 107 has on opposite sides the threaded sockets 114, 116 to which are attached the ends of the pipes 115, 117.

The other end of the pipe is connected to the exhaust manifold of the engine no-t shown and the other end of pipe 117 opened to the outer air so that the exhaust will transmit heat from the engine to cylinder 107 and thereby heat the rod 110.

This rod 110 in expanding moves the lever 104 and consequently moves the reciprocating conical valve 98.

The slide valve 98 is constructed of hardened metal and formed so that its base end 118 is an 'exact sliding lit in the cylindrical chamber 92, and the beveled portion of the valve ground down so that it joins to the base with a sharp edge.

The object of the valve construction is to provide in the chamber 92 a movable partition that will separate the fuel entering the chamber through the pipes 88 and 93 and also provide a valve requiring a relatively small movement to cross the opening in the bottom of fuel Lnozzle 96 and gradually change from light to heavy fuel. As seen in Fig. 6 the-valve 98 is normally .held in position in which the passageway 1n pipe 93 `to chamber 92' .is closed; and the passageway 88 through the chamber 92 to passageway 97 in the nozzle 96 is fully opened. It can also be seen in Fig. 6 that the sharp edge of the base 118 of the valve 98 is in exact alignment with a plane abutting the base 118 and tangent to the opening through fuel nozzle 96, and consequentlv the slightest movement of combined conical and slide valve 98 from position in Figs. 6 to 9 will open the passageway 97 to fuel passing through pipe 93. As valve 98 moves from the position in Figs. 6 to 9 the supply of gasoline will be gradually lllll llC "ed (see Figs. 6. 7 and 10) each nozzle is wound with about eight inches of' high resistance wire that is properly insulated from the fuel into Aand out. of the-chambers.

nozzles, and these windings connected to a battery or electrical generator. As seen in Fig. 10 the nozzle 81 has thereon the resistance coil 122 one end of which is connected to the binding post 123. The other end of said coil is connected to the binding post 124. To the post 124 there is secured one end of the wire 125 the other end of whiehis lsecured to the binding post 126 t0 which latter is secured one end of the nicrome coil 127 on the nozzle 96. The other end of the coil '127 is securedv to the'binding post 128 to Awhich of the battery 130 there is attached one end of the wire 131, theother end of which is attached to' one contact of the switch 132,

and the latter can be located in any desirable or convenient place. To the other contact of theswitch 132 there is attached one end of the -wi're 133 the other end of which is securedto the binding post 123, thus cornpletin'g the circuit.

As seen in the drawings the heater and the electrical heated nozzles are intentionall i spaced away from any directcontact wit the fuel howl, the object of which is to prevent heating the fuel while in the chambers 12 and 13. l ,I

As is wellknown, the heating of the fuel in these chambers will create a vapor that will seriously interfere with an even flow of In the event that vapor is formed in the chambers a means is provided for removing and discharging it into the outer air in close proximity to theinlcts of the air passageways where suction from the engine will draw it into the cylinders. This means consists 'of' a boss 134v that has a threaded socket 135` and into which is screwed the valve casing 136.v This casing is provided with a passage- -bcr 12 and the other into thev chamber 13.

'lhc passageway 137 (is controlled by the needle-valve 140 which is located in the up .per part ofthe valve casing 136. To the lower part ofthe valve casing 136 there is secured one end of the flexible pipe 141 the openingof which is in communication with the passageway 137. The pipe 141 is bent inwardly until its open end 4is in close proximity to the inlet of the air passageway 16.

so that vapor formingr in either 'chamber 12 or 13 will escape to the outer air unaffected by engine suction except that the escaped vapor will mix with air and be taken into the the discharge end of the starter nozzle 96.

As previously stated the fuel passing from the chamber 12 to the heater 70 (see Figs. 1,2, and 7 is controlled by the valve 80. This valve is operatively connected by a valve stem 143 to an arm 144. To the outer end ofl the arm 144 there is pivotally secured one end of an adjustable connecting rod 145, and the other end of this rod is piyotally connected to one Pend of the arm 146 which is integral with the throttle lever 46:

By means of the adjustable rod 145 the position of valve 8() can be changed relative to the position of the throttle valve.

As seen in'Figs.- 7 and 11 the helical fuel passageway 78 is .formed by a groove suhstantially semicircular in cross section, the

purpose of which is tov form a conduit of cheap construction in which bubbles 150 ofvapor formed by heat will not be able to,v entirely fill the passageway 78 and thereby carry in front of them a large-quantity of unvolatilized fuel. As seen in Fig. 11 the bubbles 150 that are formed in the oil are carried against the interior wall of the casing cylinder 74. -One bubble 15() is shown as 'large as it can form in the passageway without entirely fillingthe latter, and the adjoining bubble is shown broken into a plurality of little ones.

In operation the chamber 12 is used for heavy fuel such as kerosene, and the chamber 13 used for light fuel such as gasoline.

IThe electricalA heater is put in operation to' .warm the nozzles and surrounding' ai'r;

after which the. throttle lever is moved to a starting position.-

When the throttle lever 46 is moved from the first to second dotted position in Fig. 8 the throttle valve will move to open the air passageway 16 to the engine,l so that.'

fuel Ifrom the starter nozzle 96 and ch'amber 13 will be taken into the engine; and the other air passageway27` and nozzle 81 remain closed until the throttle is further actuated. After the engine is started and the heater 7() .put into action to vaporize the liquid fuel and also the thermostat which is attached thereto is active, the slide valve 98 will be actuated to cut off the starting fuel in chamber 13, and open nozzle 96 to the heavy from the chamber 12. lVhen more powei` is needed the throttle lever 46 is moved from the second dotted position toward the full line position of Fig. 8 which movement will open both passageways 16 and 27 to the engine.

What I claim as my invention, to secure hy Letters Patent is:

1. In a carburetor; two fuel supply chambers for heavy and light fuel respectively; a low speed nozzle normally in communication vwith the supply of light fuel; and a valve which may be operated to shut off the connection between the low speed nozzle and and (lesite the supply of light fuel and to open theconnection to the supply of the other fuel.

Q. ln a carburetor for supplying a mixture of air and fuel to an engine; two fuel supply chambers for heavy and light fuel respectively; a low speed nozzle normally in communication with the supply of light fuel land adapted to supply the light fuel to the mixture for starting an engine; and manual means for discontinuing the supply of light fuel, and supplying the heavy fuel to the mixture.

In testimony whereof, I have signed my name to this specifcation in the presence of a subscribing witness at Los Angeles, county of Los Angeles, State of California, this 8th day of August A. D. 1917.

VILLIAM M. GENTLE.

1Witness:

ELLA Scorri'. 

